Air-brake valve.



1 1, v PATENTBD:MARJOHQOEQQ. w. o. GUNGKEL. AI BRAKE VALVE.

7 APPLICATION II LBD JULY 12. 1905.

To all whom itmay concern:

IUNiTED STATES PATENT OFFICE.

HALF ,TQ BE'TER N. s'rAFnoF TERRE HAUTE, INDIANA.

AIR-BRAKE VALVE.

Specification of Letters Patent.

Patented March 20, 1906.

} Application filed Iuly12,1905- $erial No. 269,414.

Be it known that LWINFIELD O. GUNGKEL,

a citizen of the United States, residing at Terre Haute, in the county of Vigoand State of Indiana, have invented certain new and useful Improvements inAir-Brake Valves;

, ,islidable.

and I do hereby declarethe following to be a full, clear, and exact description of the inv vention, such as will enable others-skilled in --Io the art to which it appertains to make and use the same. v I

This invention relates to the triple valves 1 used in connection with air-brakes on rail- .road-cars; and it consists in the novel cons inafter fully described and claimed.

struction andcombination of the parts here- In the drawings, Figure 1 is a longitudinal section through the valve. Fig. 2 is an end viewof the valve.

Fig. 3 is a diagram of the slide-valves, showing a sectional plan view of same.

A is the casing of the valve, provided at one end with a cylinder B, in which a piston b is C is a chamber for-the slide valves and their seat at the other end of the casing, and c is the opening at the last said end of the casing, which is connectedto the auxiliary reservoir for compressed air in theusual manner.

D is a cover which closes the cylinder B, and dis a spring-bufier of any approved construction carried by the said cover and provided with a screw d for adjusting it. This buifer'preferably consists of a spiral spring 2, arranged between two caps or plates 3 and 4. A plate 5 is secured in a recess in the cover and bears against the cap 4, so that the caps and spring are retained in the springchamber 6 of the'cover. The plate 5 has a central hole 7 for. the end of-the piston-rod, and the adjusting-screw d bears against the cap 3.

plate G, which is secured to the casing. The chamber E has an opening 6, which communicates constantly with the brake-.

H is a removable seat for the slide-valveswhich' is secured in the chamber. 0 and provided with a V-shaped channel for the valves passages 11, j, and 7c, each said passage being in duplicate. The bottom end portions of the passages i and j extend vertically into the chamber E, and the bottom end portion of the passage 7c extends vertically into the chamber F. n

L is vthe exhaust-passage which extends laterally through one side portion of the seat shaped in cross section and which is slidable longitudinally in the channel ofthe seat H.

This valve N has exhaust-cavities n in the middle parts of its outer sides and exhaustholes 11/ extending from the said cavities through the sides. The auxiliary valve has alsoports 0,- extending through the end por-' tionson one side of the exhaust-holes, and

an inlet-port p of very small area in its opposite end portion next to the cylinder B. The

- lower end of the port 1) is normally in communication with one 'of the passages k, and the exhaust-cavities are normally in communication with the passages j. I I

R is the main sl'de-valve, which is slidable in the .V -sha ed channel of the auxiliary valve N and w 'ch has anexhaust-port 1 extending crosswise through it and normally connecting. the two exhaust-holes n.

A piston-rod b is secured to the piston b and to the main slide-valve R. A spring 8 is arranged above the main valve and operates to ho d the slide-valves in working contact with their seats when not held thereto by airpressure. The bottom edge of the main valve R is provided with a channel 25, and the bottom edge of the auxiliary valve N is provided with a channel 25. These channels allow sand to blow through and prevent the In the side of the casing A there are two air-chambers E and F, which are closed by a faces of the valves from being abraded.

. The main valve R is shorter than the auxiliary valve N, and the auxiliary valve N has bars or projections m at its end portions, so

IOO

that it may be slid back and forth by the main valve R. n c

When the parts are in the positions shown in the. drawings, the brake-cylinder is in communication with the atmosphere'by means of the exhaust cavities and passages.

The auxiliary reservoir is connected with the train- 1 pipe by means of the chamber F and the pas- 55 to slide in. This seat H is provided with i sage or port of very small area, which is uncovered by the main valve B.

When the brakes are to be applied lightly for an ordinary train stop, the pressure is reduced to a limited extent in the train-pipe, and the excess of pressure in the right-hand end of the cylinder moves the piston to the left, and with it the main valve R. The main valve closes the port 29 and the exhaust-port and uncovers the ports 0, so that a direct passage for air from the auxiliary reservoir to the brake cylinder is provided, and the brakes are thereby operated and applied.

When the brakes are to be applied for an emergency stop, the pressure in the trainpipe is reduced considerably and suddenly and the piston is moved to the left until arrested by the buffer. The main valve now moves the auxiliary valve to the left and places the two passages j and k in communication by means of the cavities n, so that the full pressure of air remaining in the trainpipe is applied direct to the brake-cylinder and the brakes are applied suddenly and forcibly.

What I claim is 1. In an air-brake valve, the combination, with a casing provided with a cylinder and a Y valve-chamber, one end of the said cylinder having a train-pipe connection and the other end of the said cylinder and the said chamber having an auxiliary reservoir connection; of a V-shaped auxiliary slide-valve slidable in a channel in the said valve-chamber, a main valve slidable in the channel of the said auxiliary valve and operatively connected with it, and a piston slidable in the said cylinder and connected With the said main valve, the said casing and valves being provided with ports and passages for placing the brake-cylinder in communication with the atmosphere, the auxiliary reservoir and the trainpipe.

2. In an air-brake valve, the combination,

with a casing provided with a-cylinder and a valve-chamber, of a removable valve-seat secured in the said chamber and provided with an angular channel, a V-shaped auxiliary slide-valve slidable in the said channel, a main valve slidable in the channel of the said auxiliary valve, and a piston slidable in the said cylinder and connected with the said main valve, the said valve seat and valves being provided with ports and passages in duplicate in their side portions for distributing the compressed air.

3. In an air-brake valve, the combination, with a casing provided with a cylinder and a valve-chamber, one end of the said cylinder having a train-pipe connection and the other end of the cylinder and the said chamber having an auxiliary-reservoir connection; of a V- shaped valve slidable in a channel in the said chamber, a second valve slid able in the channel of the aforesaid valve, and a piston slidable in the said cylinder and operatively connected With the said valves, the said casing and valves being provided with ports and passages for distributing the compressed air.

4. In an air-brake valve, the combination, with a cylinder, a valve for distributing the compressed air, and a piston slidable in the said cylinder and operatively connected with the said valve; of a cylinder-cover provided with a spring-chamber, a buffer-spring for arresting the movement of the said piston, plates in the said spring-chamber at the ends of the-said spring, a retaining-piece secured to the said cover for one of the said plates to bear against, and an adjusting-screw engaging with the end wall of the said chamber and bearing against the other said plate.

In testimony whereof I have aflixed my signature in the presence of two witnesses.

VVINFIELD O. GUNCKEL.

Witnesses:

F. E. DAVIS, JOHN D. BURTON. 

